Marine propulsion.



H. T. HERR.

MARlNE PROPULSION.

APPLICATTON FILED FEB. 11, I916.

Patented Jan. 21, 1919.

9 W M 5 W M 4L W FL? 4 A x INVENTOR.

HIS ATTORNEY IN FACT TED sa ES AENT OFFICE.

HERBERT T. HERR, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR T0 WESTINGHOUSE ELECTRIC &, MANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA.

MARINE PROPULSION.

Specification of Letters Patent.

Patented Jan. 21, 1919.

Application filed February 11. 1916. Serial No. 77,701.

To all whom it may concern:

Be it known that I, HERBERT T. Harm, a citizen of the United States, and a resldent of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have made a new and useful Invention in Marine Propulsmn, of which the following is a specification.

This invention relates to marine propulsion and particularly to marine turblne 1nstallations, and has for an object the production of an organized power developing apparatus capable of operating eiiicrently and economically under wldely varying loads and speeds.

In battle ship installatlons 1t 1s necessary to maintain a high efficiency under full power and high speed conditions, and to maintain substantially the same eilic1ency while the ship is operating at crulsmg speed or under reduced power and low speed condi tions, and an object of the invention is to produce an organized pOWer developing apparatuswhich fulfils these requirements.

A further object is to produce an organized power developing apparatus, suitable for ship propulsion, in which means are employed for obtaining h gh economy whlle the apparatus is operating at intermediate s eeds.

These and other objects, which will be made apparent throughout the further description of the invention, are attained by means of apparatus embodying the features herein described and illustrated in the drawings accompanying and forming a part hereof.

In the drawings, Figures and 2 are diagrammatic illustrations of dlfi'erent embodiments of my invention.

In the drawings I have illustrated my 1nvention in connection with a so called triple flow turbine, which is covered by Patent No. 1,155,516 of October 5, 1915, to I-Ienry F. Schmidt, of Pittsburgh, This turb ne is built in two separate sections, one of which includes high and low pressure elements through which the motive fluldpasses 1n series, while the other includes one or two low pressure elements and, under full power conditions, receives motlve fl u1 d from the high pressure element of the initial section, so that the low pressure elements of the sections operate in parallelon fluid delivered from the high pressure element. Another feature of this Schmidt turbine is that the initial section, that is, the section including the high pressure element, is, in effect, a cruising turbine, which is capable of operating at reduced speed with high economy or with substantially the same economy as that obtained while the organized apparatus is developing full power and operating at full speed. i

In Fig. 1, I have illustrated two such turbine units operatively connected to a' propeller shaft 3, by means of reduction or transmission gearing. As shown, two large gears 4 and 4: of the gearing are mounted on or operatively secured to the propeller shaft 3. The gear 1 is provided with two pinions 5 and 6, each of which is operatively connected to the rotor element of a separate turbine section. The pinion 5 is shown coupled, by means of the coupling or clutch mechanism 7, to the rotor element of turbine section 8, and the pinion 6 is coupled by means of a coupling or clutch mechanism 9, to the rotor element of a turbine section 10. The turbine section 8 is the initial section, or to be more exact, the cruising section of one turbine unit, while the section 10 is the low pressure section of that unit. As illustrated, the section 8 includes a high pressure stage 11, which receives motive fluid from a conduit 12, and which delivers the fluid so received to intermediate and low pressure turbine elements. The section is, however, provided with a delivery port which communicates with a conduit 13, through which motive fluid is delivered to the section 10 after it has passed through the stage 11 and before it has traversed the low pressure elements of the section 8.

The section 10 is illustrated as a double flow turbine, in which the motive fluid delivered to it is divided into two substantially equal streams which pass through the section in opposite directions through bilaterally symmetrical passages. As shown, each section is provided with a separate condenser, viz., a condenser 14 serving the section 8, and a condenser 15 serving the section 10. The section 8 is shown provided with a reversing element 16, which is also served by the condenser 14 and which receives motive fluid through a conduit ,17.

The gear 4' is also provided with two pinions, 5 and 6. The pinion 5 is shown directly connected to the rotor element of a turbine section 8, which corresponds to the section 8 described. The pinion 6 is shown operatively connected to the rotor element-of a section 10, which corresponds to the section 10 above described. connectible coupling or clutch 19 ispro vided for operatively coupling the pinion 6 to theturbine section 10. As described in connection with the sections 8 and 10, motive fluid delivered to the ahead turbine elements of the section 8 is divided after 'it has passed through the initial or high pressure stage and a portion is delivered to the low pressure element of that section, while a portion is delivered to the section 10. These sections 8 and 10 are respectively served by condensers 14 and 15, and the section 8, like the section 8, is provided with a reversing element.

Under full power and high speed conditions, the shaft 3 is driven by all of the turbine sections 8, 10, 8 and '10, the clutches 7, 9 and 19 being in. While operating at three-fourths speed the clutch 9 is out and communication between the sections 8 and 10 is cut ofl by means of a valve 20-, provided in the conduit 13. The turbine section 10 therefore not only receives no motive fluid but also stands idle and its condenser 15 may be-shut down. While operating at half speed both the clutches 9 and 19 are out so that both the sections 10 and 10 are inoperative, it being understood that the conduit 13,between the sections 8 and 10, is provided with a valve corresponding to the valve 20 for closing communication between these sections. Under such conditions, the condenser 15 may alsobe shut down. .Vhile operating at one -third speed all of the clutches 7, 9 and 19 are out and the motive fluid supply is cut off from the section -8 and also from the sections 10 and 10. Under such conditions, the sect-ion'S alone drives the propeller shaft 3 and the condensers 14, 15 and 15." may be shut down. In order to maintain a high eliiciency at one-third speed the section 8 may be specially designed to develop high economy at substantially that speed and consequently the efliciency of the apparatus will be maintained while the propeller is driven at the lowest speed. It will also be apparent that the efficiency may be maintained by so designing the' section 8 that it will operate most economically at approximately half speed or at the speed at which it receives approximately half the motive fluid while operating in conjunction with the section 8 only. I The sections 10 and 10 are so designed that they will maintain the efliciency of the organized apparatus while it is developing full power and operating at full speed.

In the drawings I have shown a separate valved conduit 21 communicating with each of the conduits 13 and 13" for the purpose of delivering high pressure motive fluid to A disdeveloped by the sections 10 and 10, al-

though this can only be accomplished with a loss in efiiciency. v

In Fig. 2, I have shown an embodiment of the invention in'which one turbine section, of the organized apparatus, is capable of operating either through asingle or through a double reduction gearing, in delivering power tothe propeller shaft, and in whicha better economy is obtained for widely varying speeds than with other apparatus now in 'use or known to me.

As illustrated, the apparatus includes two turbines, each consisting of two sections, one of which receives m'otivefluid fromthe other, as has been described in connection with Fig: 1. The propeller shaft 3 is operatively connected totwo gears, 26 and 27, each of which forms the main'gear of a separate reduction gearing. Pinions-QS and 29 mesh with the gear 26 and the former is operatively connected to the rotor element of an initial turbine section 30, which corresponds to the section 801: Fig. 1. The pinion 29-is operatively connected, by means of a clutch or disconnecti'ble coupling 31, with the rotor element of a turbine section 32, which corresponds tothe section 10 of Fig. 1.- A turbine section 30', similar to the turbine element 8' of-Fig. 1, is operatively connected by means of'a disconnectible coupling or clutch 33 to a pinion 34 which meshes with the gear 27. A pinion 35 also meshes with this gear and is operatively connected, by means ofa' coupling or clutch mechanism 36, to the rotor element of a turbine section 32, which corresponds to the section 10- of Fig- 1. The rotor element ofthe turbine section 30 is connected to the pinion"28 by means ofa disconnectible coupling or'clu'tch-37 *and it is also connected to the pinion 34 of the gear by means of a clutch 38,-a reduction gearing 39 'anda clutch 40. As illustrated, the reduction gearing39 includesa "large gear '41, the shaft of which is' adapted to be directly coupled to the shaftot the pinion 34 by the clutch 40. This gearing also includes an idler gear 42', which meshes with the gear 41, and a pinion 43 which meshes with the idlergear. v

Each of the turbine sections 30 and 30 is preferably provided with a reversing element similar to the element 16 of the section 8 and each turbine section is preferably provided with a separate condenser 45. The motive fluid'issuing from the high pressure stage of the initial section 30 is, as described in connection with the section 8 of'v-Fig. 1, divided into three streams, one of which passes through the low pressure element of the section 30, while the other two pass through the low pressure elements of the section 32. The flow of fluid through the sections 30 and 32 is similar to that described in connection with sections 30 and 32. Under full speed and full power conditions the clutches 38 and 40 are out, thereby rendering the reduction gear 39 inoperative. With this arrangement, all the turbine elements transmit power to the propeller shaft. At three-fourths speed the sections 30 and 32 are effective in driving the propeller shaft, the clutch mechanisms 31, 37, 38 and 40 being out. At one-half speed the clutch mechanisms 31, 37, 38, 40 and 36 are out and the turbine section 30 is alone effective in driving the propeller shaft. At one-third speed the turbine section 30 is alone effective in driving the propeller shaft, but this is accomplished through the gearing 39, the pinion 34 and the gear 27, all the clutches being out except the clutches 38 and 40. With this arrangement, it will be apparent, that a wide range of speeds may be obtained with high economy and it will also be apparent by properly designing the turbine section 30, the economy at one-third speed may be approximately the same as the economy obtained at full speed. It will also be apparent that by properly designing the section 30 the economy at half speed can be maintained substantially equal to the economy at full speed. It will also be apparent that the economy of the apparatus as a whole may be improved if the separate sections of each turbine unit are so arranged that they run at different speeds. This also holds good for the apparatus illustrated in Fig. l and can be accomplished by merely providing a different ratio of reduction between the initial sections of each turbine unit and the propeller shaft from that employed between the low pressure sections of the turbine unit and the propeller shaft.

While I have described but two embodiments of my invention, it will be apparent to those skilled in the art that various modifications, additions, substitutions and omissions may be made in the apparatus illus trated without departing from the spirit and scope of my invention, as set forth by the appended claims.

What I claim is:

1. In a marine turbine installation, a turbine unit divided into two sections, one of which is designed for different speed and Copies of this patent may be obtained for five cents each, by addressing the pressure conditions from the other, a propeller shaft, reduction gearing between said sections and said propeller shaft, a second reduction gearing between one of said sections and said propeller shaft and having a different speed ratio from the other reduction gearing, and means for rendering one or another of said reduction gearing effective in transmitting power from the last mentioned section to said shaft.

2. In a marine turbine installation, a turbine unit comprising an initial section, a low pressure section receiving partially expanded motive fluid from the initial section and designed for different speed conditions from the initial section, a propeller shaft, speed reduction gearing between said shaft and said sections, a second speed reduction gearing having a different speed ratio between the initial section and the shaft, and means for rendering one or the other of the two reduction gearing effective in transmitting power from the initial section to said shaft.

3. In a marine turbine installation, two independent turbine units, each formed in separate sections, a propeller shaft, a reduction gearing between each turbine section and the shaft, and means whereby one section is adapted to drive the shaft either through a single reduction or a double reduction gearing.

4. In a marine turbine installation, two independent turbine units, each comprising two separate sections, a propeller shaft, means for operatively connecting all of said turbine sections to said shaft under full load conditions and for operatively disconnecting sections during reduced power conditions, and means for coupling at least one of said sections to said shaft through either a single or double reduction gearing.

5. In a marine turbine installation, two turbine sections, one receiving partially expanded motive fluid from the other, a propeller shaft, means for operatively coupling one of said sections to the shaft through either a single or double reduction gearing, and means for operatively coupling the other of said sections to the shaft, said other section being inoperative when said double reduction gearing is in use.

In testimony whereof, I have hereunto subscribed my name this 9th day of February, 1916.

HERBERT T. HERB.

Commissioner of Patents.

Washington, D. 0. 

